Planoqraph co



]. EfGILSON.

GAS ENGINE CONTROLLING MECHANISM. APPLICATION man MAY n, 1915. RENEWED APR. 24. 1919.

Patented July 1, 1919. 2 SHEETS-SHEET mm M THE COLUMBIA PLANGURAPH cm, WASHINGTON, D. C.

l. E. GILSON.

GAS ENGINECONTROLLING MECHANISM.

APPLICATION FILED MAY 11. m5. RENEWED APR. 24. m9.

Patented July 1, 1919.

m l z/v 7-0/2 UNITED STATES PATENT OFFICE. A

JOHN E. GILSON, 0F PORT WASHINGTON, WISCONSIN, ASSIGNOR TO GILSON' MANUFAC TUBING- COMPANY, or WISCONSIN. I

roar WASHINGTON, WISCONSIN, A CORPORATION or ersmac msottmc.momm

Patented July 1,19 19.

Application filed May l7, 1915, Serial No. 28,584. Renewed April 24,, 1919. Serial No. 292,423.

To all whom it may concern:

Be it known that I, J OHN E. GILsoN, a

citizen of the United States, and resident of Port Washington, in the county of Ozaukee and State of Wisconsin, have invented new and useful Improvements in Gas-Engme Controlling Mechanism, of which the following is a description, reference being had to the accompanying drawings, which are a part of this specification.

My invention has for its general object to provide a simple, economical and effective mechanism for conjointly and independently controlling the spark mechanism and valve mechanism of an internal combustion engine.

Specific obj e'cts of my invention are to provide a valve-rod under spring control in one direction and cam controlled in the opposite direction having movement independent of the spark-actuatmg mechanism and provided with a governor-controlled locklng means whereby the exhaust valve controlled by the engine is held open under certain speed conditions;

To provide independent rod connections for actuating the spark mechanism, the same being under spring control in one direction and under cam control in the opposite direction, the said'rod being arranged parallel with the valve-rod, I

To provide astop mechanism associated with the pairs of rods whereby they are conjointly locked in one position by the governor-controlled locking means clear of.

movement imparted thereto by their respective cams;

To provide means in connection with the igniter rod whereby the spark moment may be advanced or retarded relative to mov ment of the valves.

With the above and other minor objects in view the invention consists in certain peculiarities of construction and combination of parts as set forth hereinafter with reference to the accompanying drawings and subsequently claimed.

In the drawings Figure 1 represents a fragmentary plan view of a controlling mechanism for internal combustion engines embodying the features of my invention, the said view be: ing shown with parts removed and'parts in section to more clearly illustrate structural features;

Fig. .2, a sectional elevation of the same,

the section being indicated by line 2-2 of Fig. 1, with a governor-controlled stop arm shown dia'grammaticall the same being adapted to engage the valve-rod;

Fig. 3, a detailed sectional elevation of the igniter mechanism, the section being indicated by line 3--3 of Fig. 1; j

a Fig. 4, a cross-section through the igniter actuating rod showing the means for advancing and retarding the sparking point, the section being indicated by line 4-4; of Fig. 2, and a Fig. 5, a similar cross-section view through the valve-rod and igniter rod, the section bein indicated by line 5-5 of Fig. 2.

eferring by characters to the drawings, 1 represents a portion of the engine-bed, to whichis secured ahousing bracket 2, which is also provided with journals for an arbor 3. The housing embodies a cap member 2 which is made in two parts for convenience in assemblage, themain cap member comprising aportion of the split bearing in connectionwith the housing while another section 2 forms a closure for the neck portion of the housing, which neck portion is formed with longitudinal channels therein that constitute slide bearings for the head portions 45 and 5 respectively of an igniter rod and a valve-rod. These rods terminate with anti-friction rollers 4, 5, respectively, that are incased within'the chambered portion at of the two-part housing. Said housing chamberalso incases an igniter cam 6 and a valve-cam 7 which cams are secured to the arbor 3that is driven by a gear-wheel 3 aflixed thereto and adapted to mesh with a pinion, not shown, that is usually mounted upon the crankshaft of, an engine. The head portions 4; and 5 of each of these rods are connected to the a housing neck 3 by springs 8, 8, whereby the end rollers of said rods are normally held in working engagement with their respective cams, motion of which cams is imparted to the rods in opposition to their spring-control. The main portion 5 of tho valve rod is suitably'guided at its outer end and is adapted to engage the lever of an exhaust valve, which lever, is indicated by dotted lines in Fig. 1'. .The head portion 5 of the valve-rod also carries an adjustable tappet-plate 9, which is mounted upon a block 9 that constitutes part of the rod-head andthis tappet-plate is arranged toengage, the noselO of a stop-arm 10 which is suitably fulcrumed, the rear end of said arm being held into engagement with a reciprocative conical sleeve 11, the said sleeve being, as shown, under governor control. The contact between the arm and sleeve is effected by a coiled spring 11, which connects with the arm and thus serves to normally hold the nose of the latter at a predetermined distance from the tappetplate 9; The rods, as shown, are positloned parallel with relation to each other and the valve-rod head 5 is provided with a stopblock 12, which projects into the path of travel of a corresponding stop-block 12 that is secured to the head portion 4: of the igniter-rod. The head portion of said rod also has secured thereto cheek-plates 13, the lower portions of which carry a pivot-pin 14: that servesas a fulcrum for arms '15 of an adjustinglever 15. The arms of the lever are also connected by a fulcrum-pin 14: which projects through slots 16 that are formed in the cheek-plates directly over the pivot-pin le. The pivot-pin 14L, which is carried by the lever-arms has mounted thereon between the cheek-plates 13, an oscillatory pitman section 4: of the igniter rod. Theouter end of the pitman section carriesa trip-dog 17','the nose 1'? of which is arranged to engage a spring-controlled finger 18 that a'ctuates the movable electrode 19 of a spark mechanism, the said electrode and finger being mounted upon a spindle 20.

i The stationary electrode 21 is afiixed to one wall 22 of the engine cylinder, which wall also constitutes a bearing forthe spindle 20. The trip-dog carries a cam-block 28 which is arranged to ride upon a supporting pin 2-3 thatfextends from the engine cylinder wall and this sliding connection is adapted to efiect disengagement between the nose 17 of the trip-do and the finger 18, whereby the jumpspar is produced as the contact between the electrodes is brokena This spark mechanism, however, forms no part of my present invention and is simply shown to illustrate the general operation'of the mechanism. V Y

The lever 15 which is carriedeby the shank portion of the igniter bar, is provided for thepurpose of lengthening and shortening said bar, whereby the spark may be advanced or retarded, due to the predetermined position of the tappet-nose 17 with relation to the finger'18, "as, for example, when the lever 15 is moved toward the forward or cam end of the apparatus, the pitman portion 4 is, through its connections to said lever, contracted with relation to the head portion of the rod and hence, in this contracted'position, the moment of ignition will be retarded and likewise should the lever be moved in the opposite direction", the sparking moment would be advanced, it being understood that the slot 16 is of such proportions as to permit the slight arc1nove- 'ment of the pivotspin 1a which carries the trolled plunger 9A, which plunger is carried by the lever 15 and has a transversely disposed foot 24 that engages notches 25 that are formed in the upper circular surface of the cheek-plates which constitute sectors. Should the speed of the engine be accelerated to a predetermined maximum number of revolutions per minute, it will be apparent that the governor-controlled stop-arm 10 willbe depressed, whereby its nose end 10 is caused to come into the path of travel of the tappet-plate 9. Should the valve-rod be advanced by its cam to the limit of its movement, whereby the exhaust valve which it controls is opened, when the nose of the stop-arm is in this position it will be apparent that said nose will engage the tappet-plate 9 and thus lock the rod in its extreme forward position as stated, whereby the exhause valve, not shown, will be held open. Hence, as long as the speed of the engine remains excessive, the lock will prevent a charge of gas from entering the engine cylinder. Following this movement, it will be observed that after the spark-cam advances the igniter rod for a sparking operation, upon retraction of the rod by its spring connection, its stop-lock 12 will. abut the stopblock 12 of the valve-rod and thus prevent a full return movement of said igniter rod. Hence the igniter cam 6 will impart no positive working stroke to the igniter rod while the valverod is locked. The operating mechanism is thus controlled, whereby the sparking mechanism is rendered inactive during a delay of the valve movement, while, when the parts are operating to perform the ordinary charging, firing and compression cycle of the engine, they work independently of each other but when the valve-rod becomes inactive it simultaneously through its connection renders the sparking mechanism inactive. Hence it will be seen that great scope of adjustment of the parts is effected to 'increase'the capacity of the engine to its maximum.

As best shown in Fig. 3, the cam-block 23 is adapted to ride upon a flared sleeve 23", which is revolubly mounted upon the pin 23', it being understood that said pin 23 is in the form of an eccentric, whereby it may be raised or lowered to adjust the nose 17 of the dog with relation to the finger 18. By providing the loose sleeve revolubly mounted upon the cam pin 23, friction of the parts is eliminated whereby the device will operate freely and without wear.

Attention is also directed to the fact that the cheek-plates are provided with three notches. The center notch into which the lever is shown seated in Fig. 1 of the drawings is positioned for high speed whereby the spark is advanced. The notch to the left is for the positioning the lever when the engine is started, and the notch tothe right is for the purpose of distending the length of the igniter rod whereby the engine is cut out.

I claim:

1. A controlling mechanism for internal combustion engines comprising independently cam-actuated igniter and valve-rods, a governor-controlled stop-arm engageable with one of the rods for cutting out movement of the same imparted thereto by its associated cam, and abutting shoulders on the two rods for cutting out movement of the other rod imparted thereto by its cam actuating mechanism.

2. A controlling mechanism for internal combustion engines comprising an igniter rod and a valve-rod, cam means for moving the valve-rod in its working position, cam means for moving the igniter rod in its working position, governor-controlled locking means associated with the valve-rod whereby it is locked in its working position, and abutting shoulders on the rods for look ing the igniter rod against return movement from its working position.

3. A controlling mechanism for internal combustion engines comprising a cam-actuated valve-rod, a cam-actuated igniter-rod, governor-controlled means for locking one of said rods in its advanced or working position, a shoulder carried by the locked rod for engagement with the other rod, whereby it is held against a return stroke from its working position, and means in connection with the igniter rod for lengthening or shortening the same.

4. A cont-rolling mechanism for internal combustion engines comprising a valve-rod and an igniter rod, cams for advancing each of said rods in their working positions, springs for retracting said rods, a governorcontrolled stop-arm engageable with one of the rods, whereby it is; held in its cam advanced position, and a shoulder extending from the said od for engagement with the other rod, whereby the latter is held against its spring return movement.

5. A controlling mechanism for internal combustion engines comprising a cam-actuated igniter-rod, the same being formed in separable sections, cheek-pieces extei'iding from one of the sections, a lever carried by the cheek-pieces, means carried by the lever for the support of therother section of the igniter-rod, means for adjusting and locking said lever forwardly or backwardly whereby the length of the rod is varied and a governor controlled valve-rod adapted to be engaged by the igniter-rod.

6. A sectional igniter rod having cheekpieces extending from one section thereof, the cheek-pieces being provided with alined slots, a lever having arms straddling the cheek-pieces and in pivotal union therewith, a pin extending through the cheek-piece slots and connecting the lever arms above their pivot points, a pitman section for the igniter-rod mounted upon the lever-carried pin and between the cheek-plates, means for adjusting and locking the lever to the cheekpieces and a governor controlled valve-rod adapted to be engaged by the ignitenrod.

7. A sectional igniter rod having cheekpieces extending from one section thereof, the cheek-pieces being provided with alined slots, a lever having arms straddling the cheek-pieces and in pivotal union therewith, a pin extending through the cheek-piece slots and connecting the lever arms above their pivot points, a pitman section for the igniter-rod mounted upon the lever-carried pin and between the cheek-plates, means for adjusting and locking the lever to the cheekpieces, a trip-dog secured to the free end of the pitman section and a governor controlled valve-rod adapted to be engaged by the igniter-rod.

8. A controlling mechanism for internal combustion engines comprising a reciprocative' valve-rod and a recip-rocative igniterrod, and a stop-block connection between the rods.

9. A controlling mechanism for internal combustion engines comprising a recipr0- cative valve-rod and a reciprocative igniterrod, a stop-block connection between the rods, and means for lengthening and shortening the igniter rod in advance of the stopblocks.

10. A controlling mechanism for internal combustion engines comprising a valve-rod head and an igniter-rod head arranged in parallel relations, a slide bearing for the heads, cam means for imparting movement to said heads in one direction, springs for imparting movement to the rod heads in the opposite direction, a stop-block connection between the heads, a lever in pivotal union with the igniter head in advance of the stopblock connection, means for adjusting and locking the lever, and a trip-dog having a pitman connection with the lever.

In testimony whereof, I aifix my signature, in presence of two witnesses.

JOHN E. GILSON.

Witnesses:

KATHERINE HOLT, R. S. C. CALDWELL.

Copies of this patent may be obtained for five cents each, by addressing the Commissioner of Patents,

Washington, D. 0. 

